Railroad-gate



(No Model.)

J. H. BANNER. 8v R. P.AKYLE.

RAILROAD GATE.

No. 267,500. Patented Nov. 14, 1882.v

ml mlb 9o @EW AW.

IINTTED STATES PATENT EETCE.

JACOB H. DANNER, OF GISHS MILLS, AND RUFUS P. KYLE, OF FINGASTLE, VIRGINIA.

RAI LROAD-GATE.

SPECIFICATION forming part of Letters Patent No. 267,500, dated November 14, 1882,

Application tiled August 18, 1882. (No model.) a n To all whom it may concern Be it known that we, JACOB HOWELL DAN- NER and RUEUs PrrZER KYLE, citizens of the United States, residing at Gishs Mills and Fincastle, in the counties ot' Roanoke and Botetourt and State ofVirginia, have invented certain new and useful Improvements in Railroad-Gates, of which thefollowing is a specification, reference being had therein to the ac- 1o coinpanying drawings.

This invention relates to improvements in railroad cattle-gates.

1t consists in the peculiar construction of the gates and the operating-bars, and in other improvements, as will be hereinafter fully described, and specifically pointed out in the claims.

In the drawings, Figure l is a vertical longitudinal section; Fig. 2, a vertical cross-section, Fig. 3, a view of one of the operating- 'F bars, and Fig. 4 is a detail of the coupling between the bars and gate.

A A represent the end posts ofthe fence on the opposite sides of the track. In carrying out our invention we cut a well or trench, B, at right angles to and under the track, as shown. This well is made deep enough to receive the gate hereinafter described so the top of the latter will be entirely below the 3o track. Its walls are properly protected by rock, bricks, or boards, and it is provided in its bottom with the base-beam B, as shown. The posts A extend from the bottom of the well B up above the track, on either side thereof, as shown, and they are provided on their inner faces with grooves a, extended their entire length, and adapted to serve as guides or ways for the vertically-sliding gate, hereinafter described.

4o C represents the gate, made of awidth equal the distance between the posts A. Its sides rest and slide in the groove a formed in the said posts, as shown. The base or sill c ot this gate extends across between the posts A under the rails D, and the gate is formed with openings or slots c', extended from its top, to receive the rails D when the gate is held above the rails inits normal position,as shown. These slots divide the upper part of the gate 5o into sections, c2 c3 c4.

d d represent lugs tixed to the opposite sides of the section c3 slightly' below the top thereof, and close rto the slots or openings c', as shown. These lugs are provided with boltholes to receive the boltf, which couples them and the upper ends ofthe operating-bars, hereinafter described.

E represents the operatingbarsfour in number, arranged two on each side of the gate, as will be described. These bars are 6o preferably made iniexible and ofsome suitable metal. They are provided in what, for convenience of reference, we call their lower ends77 with elongated openings e, through which the pinfis driven to secure the bars to the bed of the railway, and yet permit the bar to slide back when depressethas shown. These pins are provided with heads to prevent the bars E from becoming detached, and they are arranged a suitable distance from the gate to 7o permit the motion of the bars hereinafter described, and close to the rail, so that the ilange ofthe car-wheel will bear on the bar E and depress it in the operation ofthe device, as will be described. 7

e represents lugs projected from the under side ot' the upper end ot' the bars E at a distance from the ends of the said bar equal to one-half the thickness ot' the top of the gate, so that when the gate is forced down into the 8o well and the bars E are brought into a horizontal line their upper ends will abut one against the other, forming a close joint, and pressing the gate well down below the level of the rails, so that it will not be struck and injured by the wheels of the train. I provide these lugs c with bolt-holes corresponding to the holes through the lugs d, and the gate and operating-bars are coupled by bolts j', passed .through these holes, as shown. 9o

G represent spiral springs, placed between the base-board B and the sill c on the bottoni of gate, and adapted to hold the gate ordinarily in position above the track shown in Figs.

l and 2 when atrain is not passing. It will 95 be understood that instead of arranging the springs under the gate they may be arranged under the ends of the bars E near their point of jointure with the gate, and in some cases it may be useful to form the bars E elastic, so roo they will raise the gate and hold it in the position above the track.

The operation of our invention will be readily understood on reference to the drawiu gs. When no train is passing the gate is held by the springs up above the track, and forms a section ofthe continuous felice. As the train approaches from either side the flanges of the front wheels strike the lower ends ofthe bars E, forcing the said bars and lowering the gate, in which position it remains While the train is passing. When the train has passed the springs raise the gate, preventing the animals from escaping. \Vhere it is inconvenient to use springs to aid in operating the gate, weights could be employed by placing pulleys on standards arranged on opposite sides of the track, and having a rope carried over said pulley and one of its ends connected with the lower side ot' the gate and its opposite end provided with a weight.

This invention may be readily adapted to a double-track road by providing a post between the tracks, having the grooves or guides in its opposite sides.

Vhat we claim is- 1. In a railway-gate, the combination, substantially as set forth, of the vertically-sliding gate C, the operating-bars E, having their upper ends hinged to the gate C near the upper side of the latter and their lower ends arranged alongside the track in position to be engaged by the tiange ot' the car-wheel, and provided with the elongated opening e, the pin j', passed through the opening e, and adapted to secure the bars E to the railway-bed, and means for holding the gate C normally in position above the tracks D, as specified.

2. rlhe combination of the gate C, constructed with lugs d d, and the bars E, provided with lugs c', the said lugs being pivoted to the lugs d d on opposite sides of the gate, and arranged below the ripper ends ofthe bars E a distance equal to one-half the thickness ot' the upper side of the gate, whereby the ends of the bars are abutted against each other above the gate C when depressed to a horizontal line, substantially as and for the purposes set forth.

In testimony whereof we at'ix our signatures in presence ot' two witnesses.

JACOB Il. BANNER.

LU'FUS P. KYLE. \Vitnesses:

JOHN W. JONES, MATsoN It. J Aims. 

